Underframe construction for railway cars



Apri 30, 1935.. A. CAMPBELL ,999,659

UNDERFRAME CONSTRUCTION FOR RAILWAY CARS Filed Aug. 23, 195o 4 sheets-Sheet l les pril 30, 1935. A CAMPBELL 1,999,650

UNDERFRAME CONSTRUCTION FOR RAILWAY CARS Filed' Aug. 23, 195o 4 sheets-sheet 2 Apri 30, 1935. A. CAMPBELL UNDERFRAME CONSTRUCTION FOR RAILWAY CARS Filed Aug. 25, 1930 4 Sheets-Shea?l 3 April 30, 1935. A. CAMPBELL 1,999,650

UNDERFRAME CONSTRUCTION FOR RAILWAY CARS Filed Aug. 23, 1930 4 Sheets-Sheet 4 zig@ iillml,Il

Patented Apr. 30, 1935 UNITED STATES PATENT OFFICE UNDERFRAME CONSTRUCTION FR RAILWAY CARS Application August 23,

36 Claims.

My invention relates to improvements in underframe construction for railway cars.

An object of my invention is to strengthen the car underframe adjacent the body bolster :s whereby those car body members which establish contact with the truck parts will be rigidly mounted and secured against disruption from longitudinal, transverse, weaving or eccentrically applied strains.

The points of contact between the trucks and body parts in the conventional design of railway car are the center plate and side bearing members, the former being adapted to transmit the weight of the car to the truck and constituting the main connection through which draft and buffing strains are transmitted from the car body to the trucks and the side bearings being adapted to function in lsupporting the body as the car is displaced from a vertical position, as, for instance, when the weight of the car body is concentrated on one side, due to elevation of outer rail when rounding curves on the track.

The fact that the centerplate members are disposed at an appreciable distance above the center of gravity of the trucks results in eccentric loading of the body bolsters and truck parts on the application of strains caused by relative motion between body and truck parts, such strains being initiated by the starting or stopping of trains or the sudden application of the air brakes, a condition which results in loosening of the attaching rivets and twisting of the bolster parts.

The adoption of cars of heavier tonnage with increased dimensions of height, length and longer truck centers has resulted in higher centers of gravity for the loaded cars and greater swing of the trucks, which has further accentuated the need for a rigid, well-braced construction capable of preventing separation of the center plate from the car body and maintaining the bolsters against twisting under draft and side bearing strains.

A particular object of my invention is to remedy the existing weakness and effect an improved connection between the centersill structure and the side bearing members, whereby strains are transmitted from the body of the car to the side bearings in a direct manner.

Another particularobject of my invention is to provide an improved construction which strengthens the side bearing members of the car and bolster construction identified therewith against twisting strains.

Still another particular object of my invention 1930, Serial No. 477,332

is to provide a reinforcing structure for the body bolster of a railway car, which makes a rigid connection between the body bolster, the centersill and body centerplate, and between the centersill and body side bearings.

A more specic object of my invention is to provide a bolster strengthening member incorporating integral wall members for connection with diagonal bracing means extending from the outer corners of the car to the junction of the body bolster and centersill.

Another and more specic object of my invention is to provide a bolster stifening member which will have a portion extending upwardly above the centersill structure to strengthen the body bolster against vertical displacement relatively to the centersills.

My invention further resides in certain features of construction and detail of parts such as will be more fully pointed out hereinafter and claimed.

For further comprehension of my invention reference may be had to the accompanying drawings, wherein Fig. 1 is an elevational transverse sectional view of a portion of a hopper car taken adjacent to the body bolster and showing so much of the car construction as is necessary to illustrate my invention;

Fig. 2 is a plan sectional view substantially on the line 2-2 of Fig. 1 of that portion of the car illustrated in Fig. l, together with construction identied with the diagonal bracing and corner of the car;

Fig. 3 is a vertical longitudinal. sectional View substantially on the line 3 3 of Fig. 1;

Fig, 4 is a plan view of the bolster bottom member proper showing the same detached from the car;

Fig. 5 is an end elevational view of said bolster bottom member as viewed on a line 5-5 of Fig. 1;

Fig. 6 is an elevational transverse sectional View of a portion of a car showing my improvements applied to a modied form of car having a comparatively shallow bolster of the double web type;

Fig. 7 is a plan View of that portion of a car illustrated in Fig. 6, certain of the parts being broken away to better illustrate the construction;

Fig. 8 is a View taken similarly to Fig. 6 of still another modification, showing a different embodiment of my invention as applied to a car having a relatively deep centersill and body bolster construction, this type of construction generally being employed in dump cars having the oors elevated a suilicient distance to discharge the load outwardly above the truck parts to the sides of the track and Fig. 9 is a sectional plan view of that portion of the car illustrated in Fig. 8, said view being taken on a-line 9 9 of Fig. 8.

Referring now to the construction illustrated in Figs. 1 to 5, inclusive, Awherein my improved construction is shown as applied to a car of the hopper type.

In said drawings, i0 indicates the rails on which the car is adapted to have movement; il the wheels of the truck; and i2 the truck bolster having an integral centerplate bearing I3 and side bearings l-M on each side of the centerplate, said bolster having a swiveling movement with the body of the car about the axis of center pin I0.

The centersill structure is indicated generally by the reference character A. and includes a pair of flanged members |00-|00, each member having a vertical web section 0|, an inwardly directed upper flange |02 and lower marginal flanges extending respectively inwardly and Outwardly, as indicated at |03 and |04, respectively. The respective members |00 are spaced apart an appreciabledistance and united by a cover plate |05 of appreciable width. Interposed between said pair of centersill members |00 and extending lengthwise of the car is an integral bolster spacing member indicated generally by the reference character B.

Extending transversely of the car and across the plane of the centersill is a vertically extending body bolster member C, which includes a vertical web plate section |06 extending from side to side of the car and having a rectangular section coped out as indicated at |01 to straddle the centersill structure and present sections IUS-|08 on each side of the centersill. The web plate adjacent its upper portion is formed to present an inclined flange |09 for attachment with the hopper sloping iloor H0. The body bolsters are extended outwardly to each side wall one of said side walls only being indicated in Figs. 1 and 2, and connected therewith by a plurality of angle shaped connections H2. The lower margin of the bolster web plate is reinforced by oppositely disposed angle members ||3 and ||4, respectively, the former preferably extending from the side wall to the centersill and the latter terminating short of the centersill as indicated at I5. These angle members are disposed with one flange overlying and secured to the bolster web plate as indicated at ||6 and having their adjacent anges outstanding from the bolster web plate and constituting bolster marginal reinforcing means. The angle members are preferably disposed to extend upwardly from the centersills, thereby providing upwardly extending marginal portions on each side of the centersill. Cooperating with said bolster outstanding flanges is a bottom plate member lll extending inwardly from the car side wall lower marginal member l i il to a location approximately midway between the side wall and centersill.

Extending across the centersills and overlappingly related with said bolster bottom plate ||1 and the outstanding ianges of the respective bolster bottom angles H3 and il@ is the bolster bottom member D. Said member D preferably consists oi a one-piece member having integrally formed therewith a ceiiterplate Il@ and a pair of side bearings |20, the latter being respectively disposed. on opposite sides of the centersill and spaced an appreciable distance therefrom. The

member D ,which is disposed in alignment with l|22 which also extend through the ilanges |03 of the centersill. The member D extends upwardly and outwardly from the opposite sides of the centersill at an angle to correspond to the upward inclination of the respective bolster sections, and extends beyond the integral side bearings to overlap and unite with the bottom plate ||1 and the outstanding flanges of the bottom angles, as above mentioned.

The bottom member D gradually diminishes in width from the centersill to its respective outer ends and is reinforced longitudinally and transversely of the car by integral depending flanges |23, |26, |25, and |26. The flanges |23 and |25 together define a rectangular shaped reinforcement for the body portion adjacent the centerplate section against bending. The anges |26, Figs. 4 and 5, adjacent the side bearings, are increased in depth suillciently to make an integral connection with the side bearing sections |20, and said deepened portion of the flanges |26 and the side bearing portion |20 are further united by an integral wall section |21 extending at an angle substantially normal to the plane of the main body portion. 'I'he wall section |21 is provided with a plurality of recesses |23 adapted to accommodate the heads |23 of rivets which fasten a wear plate |30 to the side bearing sections |20. Rearwardly of flange |25 and formed integrally therewith, the member D is further provided with an extension |3| adapted to be united by connecting rivet |32 with a rearwardly disposed extension |33 of the bolster center illler B. The extension |3| is braced to the rear depending ange |25 by a series of ribs |34.

Extending across the plane of the centersill and above the bolster bottom member B is a combined reinforcing and connecting member E, which includes a central section of angular form defined by a vertical wall |35 and a horizontally extending wall |36. The wall |35 overliesand is secured to the bolster web |06, and the wall |36 overlies and is secured to the flat upper portion of the centersill. Outstanding from said central section of member E are side sections |31-I31, respectively disposed on opposite sides of the centersill, but inasmuch as the construction is the same on each sideof the centersill the description herein will be confined to only one side.

The side section |31 includes integral walls |38, |39 and |40, respectively overlying the centersill web, the bolster web plate and the bolster bottom member, and thus forming a three-way bracket connection lying in the angle deilnedby the said three members. The section |31 is extended outwardly to a location immediately above the side bearing and is there formed with an integral bracket portion |4| having a transverse vertical wall |42 cooperating with and secured to the outstanding flange |43 of a vertical bolster stiiener EM. Said bracket portion |4| is extended beyond the associated outstanding ilanges of the bolster bottom angles to brace the bolster bottom member at the side bearing |20. Further reinforcement is provided for the said bracket portion |4| by an outstanding bracing wall |45 extending in a direction normal to the plane of the bottom member and substantially in alignment with the general directionof the web section |21 of the side bearing |20. 'I'he said wall |45 is continued upwardly and inwardly towards the upper corner of the centersill structure to present wall sections |46 and |41, thereby integrally uniting the respective walls |38, |30, and |40, and completing therewith a pan-shaped bracket adapted to brace the bolster in all directions.

'I'he wall |01 is extended outwardly from the bolster lengthwise of the car and secured to a horizontally disposed brace member |40 which 'leads diagonally towards the corner of the car and is united with the car structure at the junction of the end sill |40 and side sill |50. The respective outstanding walls |38, and |66 are braced relatively to the Wall section |39 by triangular connecting bracing ribs |51, Figs. l and 3. The plane of wall |30 is extended rearwardly of the body bolster across the plane of the bolster web to provide on the opposite side of the section |31 an additional wall |52 for attachment with the centersill. This wall |52 in conjunction with walls |38 and |30 thus provides a substantially T-shape section. Extending from a point adjacent the junction of the central portion and each side section |31, there is disposed an integral upwardly extending angular bracing section having one wall |53 extending lengthwise of the car and having the adjacent wall |54 overlying the bolster web |06 and secured thereto by rivets |55, said rivets also embracing horizontally and vertically disposed stiffener members |56 and |51 disposed on the opposite side of the bolster web. The member |56 is extended across the plane of the centersill and riveted to the vertical wall of the central section |35 and also to the upper portion of the center sill, said last named connection being indicated at |58. The vertical member |51 is extended upwardly beyond the termination of the member E and continues the bracing effect thereof to the top of the bolster web plate. Adjacent its lower portion the vertical stiffener |51 is crimped at |50 to overlap the vertical iiange of member |56.

At each side bearing, on the side of the bolster opposite to the member E, there is cooperating bracing means including a bracket F and a bracing stiiener |60, said stiiener having a wall |61 overlying the bolster web plate and a flange |62 outstanding therefrom. The bracket F includes a wall portion |63 overlying the bolster vertical section and united therewith and with the member E by rivets |64, said member also including a section |65 extended beyond the outstanding flange of the bolster bottom member E. The sections |63 and |65 are braced to each other by angularly disposed walls |66 and |61, the former overlying and secured to the outstanding wall |62 of the bolster stiiener |60 and the latter being disposed substantially normal to the main body section of member D. The walls |66 and |61 are integrally united adjacent their upper portions by a connecting wall |68.

The saddle effect of the integral central and side sections of the member E in connection with the bolster center ller B and the bottom member D cooperate to form a continuous connection of great strength extending from side bearing to side bearing, and the rigid attachment of the said member E with the centersill webs effectively overcomes any tendency to twisting or lengthwise separation between bolster and centersill. The cooperation between the members E and F on the opposite sides of the bolster web also insure the necessary strength to maintain the side bearings against horizontal displacement due to uneven application of loads on the side bearings when the truck is displaced to a position as indicated by conventional dotted lines at |69 in Fig. 2 as the car moves around curves.

In the modification shown inFigs. 6 and 7, my improvements are shown as applied to a car having a shallow type of bolster construction. In said drawings only the construction on one side of the centersill is shown, but it will be understood that .the construction will be duplicated on the opposite sides of the center line of car.

In this modified structure 200 indicates one of the centersill vertical members. 20| the centersill cover plate, 202 the centersill bolster filler and 203 the bolster centerpin, and 204 the bolster bottom plate extending across the centersill to connect with a pair of bolster sections 205. The bottom plate 20.0 in the plan view is cut away to better illustrate tne parts, but it will be understood that it extends clear across the centersill and unites with a corresponding pair of bolster sections on the opposite side of the centersill. Each bolster section 205 includes a vertical web 206 and upper and lower outstanding flanges 201 and 200, respectively. The bolster sections are spaced apart by a combined ller and reinforcing bracket 209 which has a substantially vertical web section 2|0 and outstanding ilanges 2|| for connection with the vertical web 206 of the respective bolster sections.

Extending transversely across the centersill is the bottom member 2|2 which is formed with a body portion 2|3 adapted to overlie the bolster bottom member 200, said bottom member 212 incorporating therewith an integral centerplate porticn 2|0 and integral side bearing portions 2|5. The centerplate portion is reinforced at its margins by depending ange sections 2|6, 2|1 and 2|8, and intermediately by a longitudinally extending flange 2|0. The said centerplate and side bearings are adapted to respectively cooperate with companion bearing members formed on a truck bolster 220. The bottcm member 2|2 is formed with an opening 22| for the purpose of economizing in weight. Extending rearwardly of the bolster section the member 2|2 is formed with a rearwardly extending horizontal portion 222 connected with the bolster center ller 202 by rivets 223.

The respective bolster sections 205 on the opposite sides of the centersill are connected by a transversely extending top cover plate 224, said plate being shown as partially cut away in Fig. 7.

A member 225 connects each said bolster section with the centersill. This member has a body section 226 overlying and secured to the web 205 of the bolster section. The member 225 extends from the centersill to a position over the side bearing and has integral wall sections 221, 228, 229, 230, and 23| outstanding from its web 205. These Wall sections cooperate to form a continuous marginal reinforcement for the member and denne, with the body section 226, a panshaped member lying in the angles between the vertical centersill, the bolster vertical wall section and the respective top and bottom bolster members. The outstandingwall 230 operates as a brace above the side bearing horizontal and vertical portions of the member. Cooperation between the bolster filler bracket 209 and the respective members 225 on the pair of spaced bolster sections is effected by connecting rivets 23| which unite the body section 226, the bolster web 205, and the walls 2||. Each said member 225 is provided with an inwardly extending flange '330, 333 and 332 of member 323.

232 for attachment with the centersill structure and forms, in combination with the body section 226 and the flange 221, a T-shape connection between the centersill and bolster section.

In the modification shown in Figs. 8 and 9, my improvements are shown as applied to a car having a relatively deep centersill of built-up construction. In this construction the centersill is shown as including a web plate 300, top angles 30H, bottom angles 302, and top cover plate 303. Interposed between the centersills is the bolster center filler 304 having means for the reception of centerpin 305. Outstanding from said centersill on each side, there are bolster sections 306 each preferably formed of built-up I-section and having the lower portion inclined upwardly and outwardly. Each bolster section includes a web 30?, angle-shaped members 308 on the opposite sides thereof adiacent the upper margin, and bottom members 303 and 3I0, respectively disposed on opposite sides of the bolster web and united therewith. The member 309 is extended from immediately adjacent the centersill and member 3I0 terminating an appreciable distance from the centersill as indicated at 3H. Connection with the bolster section across the plane of the centersill is effected by top and bottom members 3l2 and 3I3, respectively, said bottom member 313 including in an integral unit a body section 3H, centerplate 3I5 and side bearings 3I. The body section 3M is reinforced by integral depending ribs 3W, 3m, 3l!! and 320. Above the side bearings, the bolster is rigidied by stiffeners 32! disposed on opposite sides of the web and each formed of angular shape with one wall 322 overlying the bolster section and the other wall 323 outstanding therefrom.

A connecting and bracing member 324 is disposed in overlying relation with the bolster section and secured thereto by a wall section 325, said wall section also being disposed in overlying relation with the bolster top and bottom angie members. The bracing member 321i is provided with integral outstanding walls 326, 321i, 320, 320, 330 and 33t cooperating with the web section 325 to form a box-shape member presenting a continuous marginal reinforcement. The walls 326, 327, and 323 are respectively united with the bottom member, the centersill and the bolster top member. The'wall 323 is united with the outstanding flange of the bolster stiiiener 32d, and walls 330 and 33t act as marginal reinforcements for the edge of the member 325 to provide reinforcement from the outer edge of said member to a location adjacent the upper portion of the centersill and bolster. The plane of wall 326v is continued beyond the wall 310 and extended as at 332 to brace the side bearing member. The extended portion 332 is itself braced relatively to the main body portion by an outstanding wall member 333 disposed substantially normal to the upwardly inclined portion of the bolster bottom member. The walls 329, 330, 333 and 332 thus cooperate with the rear wall portion 325 to form a box-shaped bracket.

Disposed on the side of the bolster web plate 306 opposite to the said member 324 is a side bearing bracket membe'r` having a wall section 336 overlying the bolster web 306 and having a series of wall sections 335, 336, 331! and 338 outstanding therefrom. These walls, in their general formation and relation to the associated car parts corresponding to the respective walls 329, The bolster member 3l3 is oiset at 333 adjacent its outer ber having walls adapted to overlie and respectively connect with each of said three members, and ribbing means extending at an angle to each of said three walls and integrally uniting the same.

2. In a railway car including a centersill structure having walls of appreciable depth, a body bolster section extending outwardly from said centersill, side bearings carried by the bolster section, a bracing and connecting member connected between the bolster section and the centersill wall, said member being extended to a location yadjacent the side bearing and affording a supporting brace for said side bearing.

3. In a railway car including a centersill structure having walls of appreciable depth, a body bolster section outstanding therefrom on eachside of the centersill, side bearings carried by said bolster on the respective sides of the centersill, bracing means disposed above said side bearings for bracing the bolster above said side bearings, said bracing means being disposed on opposite sides of the bolster section, with bracing means on one side of the bolster section extending continuously across the centersill between the side bearings and provided with integral connecting Walls attached to the vertical walls of the centersill structure.

4. In a railway car, the combination of a centersill having side walls of appreciable depth, a bolster web extending transversely thereof, side bearings carried by the bolster and spaced appreciably from the centersill on each side thereof, bracing means overlying and secured to the web of the bolster on one side thereof, and having flanged sections respectively overlying the upper portion and side walls of the centersill, said bracing means having a body portion extending outwardiy to a location above the side bearings and formed with a section adapted to brace said side bearings on one side of the bolster web, and bracket means on the side of the bolster web opposite to said bracing member adapted to cooperate therewith for bracing the side bearing on the opposite side of the bolster web.

5. In a railway. car, the combination of upstanding longitudinal centersill and upstanding transverse bolster members, a bottom member extending atwise beneath said centersill and bolster membersysaid bottom member incorporating therein integral centerplate and side bearing members and having depending integral ribs extending continuously from side bearing to side bearing and adapted to brace the said bottom member across the plane of the centersill, said depending ribs being spaced outwardly beyond and independently of the center plate.

6. In. a railway car, the combination of a centersill structure, a body bolster including a transversely extending section on each side of the centersill structure, means for uniting said bolster sections below the centersill, said means '1,999,650 having a centerplate and side bearings formed` integrally therewith, the side bearings being spaced outwardly appreciably from the centerplate on each side thereof, and bracket me'ans disposed in the plane of the centersill on each side thereof and secured to the centersill and bolster section, said means being extended outwardly to a location adjacent the side bearings.

7. In a railway car, the combination of a longitudinally extending centersill structure, including members spaced transversely of the car and a center filler interposed between said sills, bolster sections on the outer sides of said centersills substantially in alignment with the center ller; a stiifening and connecting member uniting each transverse section of the bolster with the centersill and center filler, said stiiening member extending generally from a location adjacent the top of the centersill and leading outwards in a downward direction, and formed with integral flanges lying on opposite sides of the bolster section, said integral flanges being united to the center ller and centersill webs.

8. In a railway car, the combination of centersill sections spaced transversely from each other and having a filler member interposed therebetween, transversely extending bolster sections on the opposite sides of said centersill substantially in alignment with the center illler, each bolster section including an upstanding portion and lower marginal flanges outstanding therefrom, side bearings beneath said lower marginal iianges disposed on the respective sides of the centersill and spaced outwardly therefrom, connecting means between the centersill and bolster sections, including a bracket member having a body section overlying and secured to the bolster web, flanges outstanding from the body section of the bracket and respectively secured to the centersill sections, the filler member and the lower marginal flanges of the bolster, and integral reinforcing rib means connecting said respective anges, said reinforcing rib means being integrally united with the respective anges and extending from a location adjacent the upper portion of the centersill and leading in a general direction towards the side bearings.

9. In a railway car bolster construction including a centersill structure and side bearings on each side of the centersill spaced outwardly from said centersill, the combination of a longitudinally extending bracing member extending from a corner of the car to a location`adjacent the junction of the body bolster and centersill; a connection between said corner brace and body bolster, said connection including a body section secured to the bolster and extended lengthwise of the body bolster and terminating adjacent the side bearing to constitute a bracing means for the bolster adjacent said side bearing, said connection having integral wall sections extending lengthwise of the car vertically and horizontally and respectively secured to the centersill and corner brace.

10. In a railway car, the combination of a centersill, body bolster, end sill and side sill, a diagonally extending bracing member extending from a location adjacent the junction of the end sill and side sill to a location adjacent the junction of lthe centersill and bolster; a connection member at the junction of said diagonal member and centersill having integral wall sections respectively secured to the centersill, the body bolster and the diagonal brace member, said integral wall section being disposed horizontally and substantially in alignment with the upper portion of the centersill.

11. In a railway car, the combination of a centersill, body bolster, side sill and end sill, a diagonally extending brace extending from a location adjacent the end sill and side sill -to a location adjacent the junction of the body bolster and centersill; a connecting element between said diagonal brace and the centersill and body bolster, said element comprising a flanged section overlying and secured to the centersill and a body section secured to the body bolster, and horizontally extending wall sections overlying and secured to the diagonally extending brace.

12. In a railway car, the combination of a centersill structure dened by a pair of flanged members having vertical webs and a surmounting cover plate; a bolster section extending transversely above the centersill and to the sides of the vertical webs of said centersill, means connecting said centersill structure and bolster section, said means including a bracket member having a body portion overlying and secured to the bolster section, and integral flanges outstanding therefrom and respectively overlying and secured to the adjacent centersill vertical web and said cover plate.

13. In a railway car construction, the combination of a centersill structure having an upper section of extended Width and substantially vertical webs, a transversely extending body bolster wall section extending above said centersill structure and to the sides thereof, and having a lower marginal reinforcement outstanding from the bolster web section; side bearings disposed below the bolster lower marginal reinforcement and spaced appreciably from the centersill; a reinforcing member having a body portion overlying and secured to the bolster web section, integral wall sections outsanding from the said body portion and respectively secured to the bolster marginal reinforcement, the centersill vertical web section and the upper section of the centersill, and additional integral ribs extending from a location adjacent the side bearings toward the upper portion of the centersill.

14; In a railway car, the combination of a longitudinal centersill structure, a bolster web extending transversely across the plane of the centersill above the same and having sections on either side thereof, means for providing a rigid connection between said bolster web and centersill, said means including an integral member having a body portion overlying the bolster web and having integral flange sections respectively overlying and secured to the upper portion and the vertical portion of the centersill.

15. In a railway car bolster construction, the combinationv of a centersill structure, a bolster web plate extending outwardly from each side thereof and having an outstanding lower ange member, side bearings disposed below said lower flange member at an appreciable distance from the centersill, a connecting member interposed in the angle defined by the centersill and said lower flange member, said connecting member having integral wall portions respectively united with the said lower flange member and with the centersill and extending downwardly from a location adjacent the upper part of the centersill towards the side bearing, said connecting member having an integral section extending upwardly above the centersill and overlying the bolster to brace the bolster against lengthwise displacement.

16. In a railway car, the combination of a centersill having an upper portion of appreciable depth and vertical web sections and a top cover plate, a transversely extending bolster member extending above and to the sides of the sill, a bracing member extending between the bolster member and the centersill and incorporating in a one-piece unit flanged section respectively secured to the bolster web and overlying and respectively secured to the centersill web and centersill top cover plate, said bracing member also embodying an integral upward extension having one flange overlying and secured to the bolster web and having an adjacent iiange extending lengthwise of the centersill to brace the member relatively to the centersill.

17. In a railway car, the combination of a centersill having upstanding web sections, transversely extending upstanding bolster wall sections lying at the respective sides of said sill and having a portion extending above the top of the centersill, said bolster wall sections having an outstanding lower marginal reinforcement, a reinforcing member having a body section overlying and secured to the bolster upstanding section, said reinforcing member having integral wall sections outstanding from its body section and respectively secured to the bolster lower marginal reinforcement and the centersill web, said reinforcing member also having integral sections extending upwardly above the level of the centersill and inwardly above the top of the centersill.

18. In a railway car, the combination of centersills, a body bolster web section having an articulated portion formed to straddle the centersill and having wall sections at the respective sides of the centersill; connecting means between the centersill and body bolster web section, including a body section secured to the body bolster web and extended above the centersill and having portions lying adjacent the sides of the centersill, integral Iiange sections extending from said body section and respectively overlying the upper portion of the centersill and the vertical side portion of said centersill on each side thereof, said last named flanged portion being disposed on opposite sides of the bolster web section and secured to the centersill on either side of the bolster web.

19. In a railway car, the combination of a centersill and bolster sections on the opposite sides thereof, means for uniting said bolster sections and centersill, said mean including a bracket member overlying the bolster web section and secured thereto, said member having integral flanges disposed on opposite sides of the bolster section, each said respective ange being united with the centersill.

20. In a railway car, the combination of a centersill and bolster sections on the opposite sides thereof, each said bolster section including a web member and outstanding marginal reinforcing wall sections; means for uniting said bolster sections to the adjacent centersill, said means including a connecting and reinforcing member of substantially pan-shape and defined by a body section secured to the bolster section, and integral wall sections Aoutstanding from said body section, certain of said wall sections being respectively secured to the centersill and to the bolster marginal section and the other of said wall sections operating to brace the rst named wall sections.

21. In a railway car, the combination of centersill members uprightly disposed and spaced apart. an uprightly disposed bolster secured to said centersill members and extending outwardly on either side thereof, and a bottom member disposed beneath said centersill members and said bolster and secured thereto, said members having an integral centerplate portion and being provided with integral side bearing portions adjacent its ends beyond the centersills, said bottom member comprising a plate having a continuous reinforcing rib around its marginal edgefsaid ribs being disposed beyond and independently of the center plate portion.

22. In a railway car, the combination of centersill members uprightly disposed and spaced apart, an uprightly disposed bolster secured to said centersill members and extending outwardly on either side thereof, a bottom member disposed beneath said centersill members and said bolster and secured thereto and provided with integral side bearing portions adjacent its ends beyond the centersills, said bottom member comprising a plate having a continuous reinforcing rib around its marginal edge, a centerplate portion positioned between and secured to said centersill members, and reinforcing cross ribs merging with said marginal rib and disposed beneath said centersill members to strengthen the centerplate portion.

23. In a railway car, the combination of a centersill embodying spaced upright members, a bolster extending transversely of said centersill and outwardly on both sides thereof, a bottom member extending transversely at the centersill and outwardly beneath said bolster and plate, having a centerplate portion positioned between the centersill members, said bottom plate having marginal and cross ribs for strengthening the area of said centerplate portion, integral side bearings on said bottom plate adjacent the ends thereof, and reinforcing ribs extending around the margins of the portions of said bottom plate disposed beneath the bolster and merging with said side bearings.

24. In a railway car, the combination of a centersill, a transverse bolster, and a bottom member bridging the under side of said centersill extending beneath and secured to said bolster beyond the centersill on both sides thereof, said bottom member having side bearings adjacent its ends and a reinforcing wall associated with said side bearing and disposed at an angle substantially normal to the plane of the body of said bottom member to throw thel side strains on said side bearings toward the longitudinal axis of the car.

25. In a railway car, the combination of a centersill, a transverse bolster secured thereto and having its lower margins inclined upwardly in both directions from the centersill, a bottom member comprising a body section positioned beneath and secured to said centersill and bolster and conformed to the inclination of said lower margins of the bolster, side bearings formed adjacent the ends of said bottom member, and transverse reinforcing ribs associated with said side bearings and disposed in planes at a normal angle to the inclination of said body section to direct the strains on said side bearings toward the longitudinal center of the car.

26. In a railway car, the combination of a centersill, a transverse bolster secured thereto and having its lower margins inclined upwardly in both directions from the centersill, a bottom member comprising a body section positioned beneath and secured to said centersill and bolster and conformed to the inclination of said lower margins of the bolster, side bearings formed adjacent the ends of said bottom member, transverse reinforcing ribs associated with said side bearings and disposed in planes at a normal angle to the inclination of said body section to direct the strains on said side bearings toward the longitudinal center of the car, and an integral extension projecting from the central portion of said body of said bottom member beyond the marginal rib thereof and secured to the centersill members.

27. As an article of manufacture, a reinforcing bottom member for the bolsters of railway cars, comprising a plate section having integral side bearing portions adjacent its ends and a marginal reinforcing rib extending around the edges of said plate and merging with said side bearing portions, and cross-reinforcing ribs merging with said marginal rib for strengthening the central area of said plate section.

28. As an article of manufacture, an integral reinforcing bottom member for bolsters of railway cars comprising a body plate section having an integral depending marginal flange extending continuously around its edge and having integral side bearing members formed adjacent its ends and having a centerplate portion adapted to be secured to the under side of a car centersill, integral reinforcing ribs transversely disposed on the under side of said body plate in the region of the centerplate portion, said reinforcing ribs being disposed beyond the center plate portion and an integral extension projecting from said body plate beyond the marginal reinforcing rib.

29. As an article of manufacture, an integral reinforcing bottom member for bolsters of railway cars comprising a body plate section having an integral depending marginal flange extending continuously around its edge and having integral side bearing members formed adjacent its ends and having a centerplate portion adapted to be secured to the under side of a car centersill, integral reinforcing ribs transversely disposed on the under side of said body plate in the region of the centerplate portion, an integral extension pojecting from said body plate beyond the marginal reinforcing rib, and a transverse reinforcement within said side bearings disposed in a plane at a normal angle to the plane of the body plate.

30. In a railway car, the combination with centersills including upstanding web portions and bolster sections on the opposite sides thereof secured to said web portions, said bolster sections having at their lowermargins outstanding flange portions; of a combined center plate and bolster tie member disposed beneath the centersills and extending flatwise beneath the outstanding flanges of the bolster sections and secured thereto, said flatwise extending portions having depending integral ribs extending across the plane of the centersills and beneath the bolster diaphragms, said integral ribs being disposed independently of and to either side of the center plate.

31. In a railway car, the combination with an upstanding longitudinal centersill and upstanding transverse bolster members, said bolster sections at opposite sides of the centersill inclining outwardly and upwardly from said centersill; a. bottom member extending flatwise beneath said centersill and bolster members and inclining upwards to correspond to the upward inclination of the bolster members and secured to said last named members, said bottom member incorporatreinforcing bottom member for holsters of railway cars comprising a body plate section having an integral center plate formed therewith and integral depending marginal flanges extending alongside of and beyond said center plate, said anges being spaced from the center plate longitudinally of the centersills to reinforce the body of said center plate across the plane of the centersills.

33. As an article of manufacture an integral reinforcing bottom member for holsters of railway cars comprising a body plate section having a center plate portion formed integrally therewith, said body plate being adapted tobe secured to the under side of a car centersill structure, said member having a flat body portion projecting to either side of the body plate section and adapted for attachment to bolster side sections, said body plate being reinforced along the margins transversely across the centersill by integral depending ribs disposed outwardly beyond the center plate portion.

34. In a railway car, the combination with upstanding longitudinal centersills and upstanding transverse bolster members; of a bottom member extending atwise beneath said centersill and bolster members, said bottom member incorporating therein integral center plate and side bearing members, said bottom member adjacent each end being formed with a depressed portion beyond the side bearings; and supplementary plates sandwiched between said depressed portions and the bolster members and adapted to provide continuity of reinforcement beyond the limits of said bottom member.

35. In a railway car, the combination of upstanding longitudinal centersills and upstanding transverse bolster members, said bolster members having outstanding lower marginal anges, a bottom member extending flatwise beneath said-centersill and bolster members and riveted to the said marginal flanges, said kbottom member incorporating therein integral side bearing members, said bottom member beyond the side bearings having plate members sandwiched between and riveted to the said bottom members and said marginal fianges, said plate members extending beyond the bottom members to provide continuity of reinforcement beyond the limits thereof.

36. In a railway car construction, the combination with centersills and bolster sections on each side of the centersill, said bolster sections having outstanding lower marginal flanges; reinforcing means for the lower portion of the bolster, said means including a flat central body portion having integral center plate and side bearing members, said reinforcing means extending flatwise beneath and riveted to the bolster sections, said central portion adjacent each side bearing having a plate overlappingly related thereto and extended outwardly beyond the ends of said central lportion for cooperating engagement with the bolster sections.

ARGYIE CAMPBELL. 

